Control mechanism for clutches



Jan. 19, 1937; J. w. TATTER CONTROL MECHANISM FOR CLUTCHES 2Sheets-Sheet l Filed Feb. 27, 1932 Jan. 19, 1937.

J. W. TATTER CONTROL MECHANISM FOR CLUTCHES Filed Feb. 27, 1932 2Sheets-Sheet 2 Patented Jan. 19, I937 UNITED STATES PATENT OFFICECONTROL nmcnmsm FOR cw'ronns John W; Tatter, Detroit, Mich., assignor ofonehalf to George B. Ingersoll, Dearhorn, Mlicln Application February27, 1932, Serial No. 595,474

- 10 Claims. (Cl. 192-83) My invention relates to improvements in acontrol mechanism for clutches as used in motor vehicles, said clutchescomprising friction members, and the objects of my improvement are,

first, to provide a mechanism that will-automatically operate a clutchwhen the control mechanism of the engine of amotor vehicle is beingoperated;' second, to provide a control mechanism that will provide forthefree wheeling of a motor vehicle; third, to provide a clutch-controlmechanism operated by liquid pressures; fourth, to provide a clutchcontrol mechanism hydraulically operated in conjunction with the 011system of the engine of a motor vehicle; fifth, to provide anautomatically operated control mechanism for use with an automaticallyad- J'usted clutch; sixth, to provide a control mech-.

anism operatively controlled by the accelerator pedal of a motorvehicle; seventh, to provide a pedal mechanism for simultaneouslycontrolling the speed of an engine and the operation of a hydraulicallyoperated mechanism for controlling a clutch mechanism; eighth, toprovide an enine speed accelerator pedal operatively con- 25 nected witha pair of hydraulic control valves; ninth, to provide a pair ofhydraulic control valves simultaneously operated by an accelerator pedalfor an engine; tenth, to provide a hydraulically operated piston withina housing enclosing a clutch mechanism controlled by the hydraulicallyoperated piston; and eleventh, to provide a clutch control mechanismoperatively connected with a clutch automatically adjusted for wear inits friction members.

I attain these objects by the mechanism illustrated inthe accompanyingdrawings, in which- Figure 1 is a view disclosing an installationclaimed in my patent application for a clutch. Serial.No.'528,86l, filedApril 9, 1931.

The flywheel I is mounted on the flange 2 of a crankshaft 3 of anengine, supported in the crankcase 4. The flywheel I is held onto the 5flange 2 by the bolts 5. The crankcase 4 is provided with a bell housing6 in which the flywheel i revolves. The flywheel l is provided with thechamber 1, together with the friction face 8. The driven member assemblyA com- 10 prises the friction disc 9 which is fastened to the huh I 0,the hub in being suitably mounted on the splines of the shaft l2. Thefriction members l3 and l4 may be suitably fastened to the friction disc9, the friction member l3 being (115- shaft i2 is supportedat its frontend in the bearing assembly l6, which is mounted in a reof the controlmechanism connected with the engine of a motor vehicle; Fig. 2,asectlonal view of the clutch and the control mechanism within theflywheel and its enclosing housing, said clutch being disclosed in itsengaged position; Fig. 3,. a partial sectional view of the controlmechanism when the clutch is in a disengaged position; Fig. 4, asectional view of the valve control mechanism on the line 4-4, Fig. 1;Fig. 5, a sectional view of one of the control valves on the line 5-5,Fig. 4, together with the accelerator pedal of a motor vehicle; and Fig.6, a sectional view of one of the control valves on the line 6-6, Fig.4.

Similar numerals refer to similar parts throughout the several views.

The clutch mechanism as disclosed herein is similar to the clutchmechanism disclosed and cess of the flywheel I, and at its rear end inthe bearing assembly H, which is mounted in the transmission housing i8.

The bearing assembly i1 is maintained by the shoulder IQ of thetransmission housing. l8 and also by the retainer 20, which is suitablyfastened to the transmission housing It. The bearing'assembly I1 isfurther retained on the shaft l2 by the retainer 2i, the shaft I2incorporating the gear member 22, as similarly used in the usual type oftransmission. The retainer 20 may be piloted over the bearing assemblyH. The clutch housing 24 is suitably fastened to the transmissionhousing l8 by the screws 25. The clutch housing 26 is fastened to therear face of the bell housing 6 by the screws 26.

The cover member 21 is fastened to the rear face of the flywheel by thescrew 28, the cover member 21 being provided with an extension portion29. The cover member 21 is provided with a series of depressed portions38, which fit within. and locate one end of the springs 3|, which arethus supported against the cover member 21 and exert a thrust againstthe baflle members 32. The baflle members 32 are each provided with theboss 33, which locates the spring 3| at its forward end. The bafliemember 32 is located by loosely fitting over the boss 34 of the thrustmember [5. The boss 34 may have ta- 5o pered sides fitting withinsimilar tapered holes in the recess in the boss 33 of the baflie meniber32.

The bafile member 32 has its outer wall portion so located as to providean enlarged recess 7 located away from the inner end of the spring '30which are made in the cover member Zi are 10- cated within the end ofthe spring 8!, thus form- 3!, the walls of the recess portion 35-extending outwardly from the thrust member it to provide a member forbafiing the heat generated in the thrust member it away from the springs3i. To further prevent the heat, which will be developed in the thrustmember by the operation of the clutch, from being conducted into thespring 3!, the bafile member 32 is constructed of insulator material,such asasbcstos composition material, having a very low coefiicient ofheat conductivity. It will thus be noted that the heat which isgenerated in the thrust-member I5 will be unable to be conducted throughthe bafiie member 32 to the spring 3i and also the bailie member 32 willfurther protect, by its walls surrounding the recess. portion 35, thespring 3! from receiving radiant heat directly onto the coils of thespring 3|. This construction. will provide means for eliminating thebreaking down of the springs 3| due to the radiated and conducted heatfrom the thrust member 15 which constitutes a great weakness of designin the usual type of clutch assembly. incorporating thrust springs ofthis type located in close proximity to the clutch thrust members.

It is to be further noted that the small holes ing a ventilating openingat the rear end of the springs, this further facilitating themaintainingv of the spring 3i from taking a set or collapsing from heat in thesprings. Thissmall hole communicating directly with the space within theclutch housing 24, outside of the cover member thus maintains a supplyor circulated air for each individual spring. The thrust member ii? isprovidedwith the extension portion 3% at its inner edgeand the extensionportion 37 at its outer edge, whichprovide added strength forresistingthrust reactions. The cover member 27 is provided with a series ofprojections '38 which may be used for piloting the cover member 2'! intothe chamber'ioi the flywheel i.

The projections so may be formed by making I suitable openings in thecover member 27 and displacing the metal oithe openings to provide theextensions 38 at the proper point for piloting purposes, the outersurfaces of the projections 38 being suitably finished to pilotdimensions. The sleeve member 89 is siidably mounted in the extensionportion to of. the cover member and is restrained from turning thereinby the key so, the key til engaging the keyway ii of the extensionportion together with the sleeve member so. The thrust member it isprovided with the surfaces :32 and which form the sides of the chamberdd Between the surfaces it and $3, the chamber is thus provided forreceiving the outer ends 56 of the lovers 6?. The levers i? are providedat their inner portions with the ends it for engaging the flange as ofthe sleeve member 5%. The levers ii are pivotallymounted in the yokemembers iii, the yoke members bi being provided with portions 62 forriveting to the cover member 2'5, the portions having a rectangularshape to prevent turning in the-cover member 2'3. A pin 58 extendsthrough the lever t? and the forked portion of the yoke member bi.

aoeacvo of the cover member 21 together with the inside surface of thesleeve member 59, the balls 55 being held against the inclined surface54 and against the end of the extension portion 29 of the cover member21 by the resilient member 58, the thrust of the resilient member 56being taken by the lock ring 51 which fits within a 63 being suitablyconnected to and supporting therebetween the yoke member 54, the pedal6| being located on the outside of the clutch housing 24 intheconventional manner as employed in motor vehicles. The shafts 62 and 63are suitably supported in bearings carried on opposite sides of theclutch housing 24. The yoke'member 64 is provided with a pair of arms 65which'extend upwardly on each side of the main shaft 12 and are providedwith rounded extension portions 66, which engage the rear face of. theportions 14 of the member 61. Thefmember 61 is provided with thelubricant reservoir 68 whichis formed by a chamber extending around theshaft l2 and extension portion 58 of the retainer 20, the extensionportion 58 having a bearing portion on which the member 51 is slidablymounted. The member 61 is provided with an.

opening 69 at its top which permits the introduction of lubricant to thereservoir 68 from the outside of the clutch housing 24, the lubricantbeing introduced through the oil cup it which is suitably fastened tothe tube it which extends toa position adjacent the opening 69 of themember $7. The tube ii is suitably fastened in the cover so of theclutch housing it by the nut 12.

A wick it extends around the inside of. the reservoir 68 and contactswith the extension portion 58 through a suitable opening in the upperportion of the member 5?, thus providing for carrying the lubricant fromthe reservoir 68 to the upper portion of the extension portion 53, onwhich the member ti slidably operatea The member $11 is provided withthe portions it for engaging the extension portions 55 of the arms 65. Aspring it attaches to the retainer 2t and to the boss is which isconnected to the member iii, the spring it always tending to maintainthe portions i i of the member 6? in contact with the extension portionsto of the yoke member as. Also, the member ti is provided with surfacesit which extend adjacent the inner ends of the extension portions i i,so that the member 61 is prevented from turning on the retainer 2d. The

member ti also supports'the bearing assembly 78, the call race 39 havingits inner diameter a pressed fit on the member ti, the ball race tocontacting with the flange @i of the sleeve $39. the ball race t8 beingadapted to turn freely within the member 63?. The sleeve is providedwith a boss portion as, which has a bearing on the shaft i2, the bossportionfi thus aiding in guiding thesieeve so in its movement during theoperation of the clutch.

It is to be noted that the thrust plate 35 is provided wih the extensionportion so which extends through the opening 86 in the cover member 27?,the cover member 21 thus providing thrust plate I5. It is to be notedthat, when the operator depresses the pedal 9|, the yoke member 64 towhich the pedal is operatively connected will slidably move the member61, which will force the race member 99 of the bearingassembly 19against the flange 8| of the sleeve 39, the race member 99 being adaptedto turn freely with the sleeve 39 when the flywheel I is revolving, therace member 19 remaining stationary on the member 91. As the sleeve 39is slidabiy moved forward by the operation of the pedal 6|, the inclinedsurface 54 of the sleeve 39 will force the balls 55 against the insidesurface of the sleeve member 59.

It is to be noted that the inclined surface 54 extends completely aroundthe sleeve 39 and,

j ber 59 movingthe ends 48 of the lever 41 towards the thrust member I5.The movement of the inner ends of the lever 41 toward the thrust memberI5 will cause the ends 49 of thelever 91- to engage the surface 43, thisin turn causing the thrust member I5 to move against the pressure of thesprings 3| to a released position, this released position of the clutchthus establishing the clearance spaces between the friction members I3and I4 and their engaging surfaces.

As the operator releases the pressure on the pedal 9| to allow theclutch to move from its released position to a fully engaged position asshown in Fig. 2, the springs 3| will force the thrust member I5 forwardto its engaged position with the friction members .|3 and I4, asdisclosed in Fig. 2, this in turn causing the surface 93 to move the end46 of the lever 41 toward the thrust member I5, this in turn causing theend 48 of the lever 41 to move rcarwardly against the flange 49of'thesleeve member 59 and against the pressure of the spring 59, the pressureof the spring 59 being much less than the combined pressures of thesprings 3|. The sleeve 59 being still locked by the balls 55 engagingthe inclined surface 54 of the sleeve member 39 and the inside surfaceof the sleeve .nember 59'will cause the sleeve member 39 together withthe member 61 and the bearing assembly 19 to move back to its releasedposition as shown in Fig. 2. As the sleeve member 39 moves re'arwardlyfrom its position as shown in the released position of the clutch, asdisclosed in Fig. 3, the inclined surface 54; will move rearwardlysumciently to release the balls from their locked and engaged positionwith the inner surface of the sleevev 55 are'always maintained incontact with the end of the extension-portion 29 of the cover 'member 21by the resilient-member "which engages the balls 55. uhlockedposition ofthe balls 55 when'the' clutch is in its fully engaged position willallow thesprings 3|, every time the clutch is operated to its engagedposition, as disclosed in Fig. 2, to cause the levers 41 to move thesleeve member 59. rearwardlyan additional distance, which willcorrespond to the amount of the wear taking place on the frictionmembers I3 and I4.

It will thus be seen that every time the clutch is operated the balls 55will be unlocked sumciently to allow the springs 3| to cause the thrustmember I5 to always move forwardly into en- 'gagement with the frictionmembers I3 and I4,

to take up any wear that may have occurred on the friction members I3and I4. It will thus be seen that the clutch will provide automaticallyfor always taking up the wear clearance which may occur in its drivingmechanism, so that thepedal 6| will not have to be adjusted to maintainsaid pedal in its proper operating position.

Also, the thrust-member IE will not have to be manually adjusted in anyway to take up wearclearances. The flywheel I is disclosed as beingprovided with a starting ring 86. Also, the bell housing 9, is providedwith inspection covers 91 and 88. i

The extension portions 93 may be provided with holes to receive thepins99 for holding the thrust member I 5'in assembly with the baffle member32, the spring 3|, and the cover member 21 for shipment purposes. Afterthe clutch has been assembled in the flywheel I, the pins 39 may beremoved and the extension'portions 93 then will be permittedto's'lidably move in the cover member 21 when the clutch is operated.

It is to be noted that, when the clutch is in its fully engagedposition, as disclosed in Fig. 1, a clearance space 99 will be. alwaysmaintained between the flange 9| of the sleeve 39 and the ball race 89.

The operation of the clutch mechanism is not only possible by manuallyoperated means, as above described; but the clutch mechanism is alsocapable of being operated automatically, as hereinafter described;

In Fig. l, the engine assembly B'is disclosed with the crankcase 4, thebell housing 9, and the clutch housing 24 together with the pedal 3| andthe members comprising the means for automatically operating or contrvlling the clutch mechanism. v

The pedal 9| extends through the opening 9| in the toe board 92, whichtogether with the floorboard 93 may be suitably supported from the bodyand frame (not shown) of the chassis of which the engine assembly Aforms a portion.

The valve housing 94 is provided with the flange 95, as disclosed inFig. 1 and indicated by dotted lines in Fig. 4, the flange 95 beingprovided with holes 99, through which extend the screws 91, forattaching to the toe board 92.

The valve housing 94 comprises a pair of housing members operativelyconnected together by the shaft I94 and each provided with attachingflanges 95, said housing 94 being provided with the hydrauiicchambers 98and 99 which are closed at their inner sides by the covers I99 and |9|which are secured by the screws I 92, the covers I99 and |9I togetherwith the valve housing 94 being provided with suitable meanstherebetween, such as gaskets, to maintain a tight The housing 94.isprovided with the Joint.

bosses I99 in which is supported the shaft I94. 7

the shaft I94 being further supported in the bosses I95 of the coversI99 and IN, the bosses I95 being threaded to receive the nuts I96 whichsecure the packing I91 around the shaft I94.

The accelerator pedal I99 is secured to the shaftt|94 and is adapted tooscillate therewith. the accelerator pedal I99 extending through theopening I99 in the toe board 92. The accelerator The housing as isfurther provided with theboss H9 in which is slidably supported thevalve i which is provided with the conical valvc portion 52!! which isadapted to seat at the inner end ofthe passage G22 of the connection I23which is threadably secured to the. housing st. The valve are isprovided with the shoulder 223 and washer see between which extend. theyoke portion i2 l oi the lever 025 which is secured to the shaft its,the yoke portion lit straddlin the valve lit and engaging the shoulder223 and the washer its to operate the valve Iliii to open and closedpositions relative to the passage 822.

The lever 525 is secured to the shaft it i by the screw l26. The springI2? encircles the boss H9 and engages the housing E i and the washerltd,

j thus always tending to maintain the valve I20 of the housing I Hi, toits open or engine accelerin its closed position, this further tendingto maintain the accelerator pedal I03 in its normal position in whichthe pedal I08 is not being depressed by the operator to actuate thethrottle,

ating position, thus eliminating .the use of an accelerator pedal returnspring outside or the.

valve housing 94.

The housing 34 is also further provided, in the housing enclosing thehydraulic chamber 98, with the, boss I23 in which is slidably supportedthe valve I29 which is provided with the valve seat I30 which isvulcanized in the recess I, the valve seat I30 having a central openingfitting around the boss I32, the constructed of resilient or deformablematerial such as rubber composition' having oil resistingcharacteristics.

The valve seat I30 is adapted to contact with the seat portion I33 ofthe connection I34 which is threadably secured in a boss of the housing94, the valve seat I30 thus providing means for opening and closing thepassage I35 of the connection I34 relative tothe passage of hydraulicliquid therethrough. The valve I29 is provided with thewashers I36 andH33 between which extend the yoke portion I31 of the lever 200 which issecured to the shaft I04, the yoke portion i3? straddling the valve I29and engaging the washer I36 to operate the valve are, together with itsvalve seat I30, to open and clomd positions rela- 7 mounted on the valveits with the yoke lever I It to open the 7s tive to the passage I35. YThe washers E36 and its may be provid d, as disclosed in Fig. i by themembers slldably portion i3? therebetween, the spring are beinginterposed'between the washer see and the shoulder of the boss aroundthe recess E36, the spring 838 thus maintaining the washer its inengagement with the yoke portion I87, the washer I99 thus being forcedto a locating position against the pin its.

The lever the screw I59. It accelerator pedal is to be noted that, whenthe 508 is depressed to actuate the throttle valvein the houswlll bemoved to its open ing t I5, the valve I20 will be moved to its positionand the valve I23 oping hydraulic pressure valve seat I30 being set issecured a the shaft Wt by aoeasre' closed position, the spring itscushioning the thrust of the yoke portion iii, as the valve seat tilt iscompressed against the valve seat. portion Q33, thus preventing thevalve seat ltd from being unduly distorted by the shock of the thrust,movement of the yoke portion tel against the valve parts.

The engine assembly B is provided with the oil pump 6 which may comprisethe gear memtion system of any engine and may further be.

by any means of develindependent of the lubrication system of an engine.The hydraulic liquid may bepump C, from I43, through the opening 54% andmay be forced through the conduit and passage I85, through the three waypipe fitting ME to the pressure regulating connection I41 which may besuitably connected to the distributing passages (not shown) of thelubrication means of the engine assembly 13. The three way pipe fittingI46 is connected, by the conduit I48 to the shut ofl valve I49, the shutoff valve I49 being connected, by the conduit I50, with the hydraulicchamber 98 in the valve housing 34, the conduit I50 being suitablyconnected to the threaded boss I5I.

The shut oi! valve I49 is provided with the lever I52 which is operatedby the flexible cable I53 which operates in the flexible conduit I54which is supported in the clamp bracket I55 which may be suitablysupported from the connection I41. The flexible conduit I54 may also besuitably supported by the instrument panel I56, 9. section of which isdisclosed as it would be located approximately above the toe board 92and in a position convenient to the operator of the motor vehicle. Thebutton I96 is suitably attached to the flexible operated, when desired,

drawn, by the cable I53 and provides means for manually operf ating thelever I52 and shut oil valve I49 to permit the operator of the motorvehicleto optionally use or disconnect from use, the control mech-.

anismfor operating the clutch mechanism.

The conduit I5! is suitably connected to the I I 51 being furtherconnected to a conduit I59 within the clutch housing 25, the conduit !59being suitably attached to the connection it!) which is secured in theretainer 20, the connection I60 being provided with the passage asswhich connects with the hydraulic chamber W2 which is located within thecylinder portion E83 of the retainer 2B. Thefcylinder portion W3 of theretainer .20 is provided with the bore ltd in which slidably operatesthe piston E55 which is provided with the hub portion 856 which fltsaround and is guided by the extension portion it! of the retainer 2B,the extension portion i5! further guiding and supporting the member 61in its operating movement. l

, The piston I65 is provided with the piston seal I58 which may bevulcanized to the piston I65 for my clutch control mech-= the lowerportion of the oil pan and is preferably made of resilient or deformablematerial such as rubber composition having oil resistingcharacteristics, the piston seal I68 being provided with theconico-cylinder surface I69 which permits the pressure of the hydraulicliquid in the chamber I 62 to more efficiently force the piston seal I68against the extension portion I61 of the retainer 20. Similarly, thepiston seal I is vulcanized to the piston I65 and by itsconicocylindrical surface I1I permits the pressure of the hydraulicliquid in the chamber I62 to more efliciently force the piston seal I10against the bore I64 of the cylinder portion I63.

It will thus be noted that the piston I 65 will be eificiently sealedagainst the loss of hydraulic liquid between itself and the bore I64 andthe extension portion I61, thus allowing the hydraulic pressuredeveloped in the chamber I62 to move the piston I65 to the left untilthe piston I65 has been moved, from its position as disclosed in Fig. 2and which corresponds to the engaged position of the clutch mechanism,to the position as disclosed in Fig. 3 which corresponds to thedisengaged or released. position of the clutch mechanism, the hubportion I66 of the piston I65 engaging and moving the member 61 togetherwith its bearing assembly 18 to the left, the bearing assembly 18engaging and moving the sleeve 39 to the left to operate the clutchmechanism to its engaged or released position.

The lock ring I12 may be installed in a groove mission housing I8 by thescrews I13. The transmission countershaft 224 is disclosed as beingmounted on the bearing assembly I15 together with the transmission shaftI16 mounted on the bearing assembly I11.

The transmission cover is indicated at I18.

The member 61 is provided with the groove I19 and I in which areassembled the gaskets I8I and I82, the gaskets I8I and I82 providing aseal to prevent lubricant leaking from the reservoir 69 of the member 61around the bearing assembly 18, the race 80 of which is free to turnwith the sleeve 39, as the race 80 engages the shoulder 8I of the sleeve39 as said sleeve 39 is revolving with the clutch mechanism.

The pedal 6I is maintained in its normal position against the stop I83by the sprin'g I84 which may be suitably anchored to the transmission I8.

The conduit I85 is suitably secured to the connection I86 which isprovided with the passage I 81 which connects with the hydraulic chamberI62, the conduit I85 being further suitably connected to and supportedby the connection I88 which is secured in the clutch housing 24. The

conduit I89 is attached to the connection I88 and' the connection I34which is secured to the valve housing 94.

The conduit I9I is suitably attached to the threaded boss I92 of thevalve housing 94 and to the connection I93, the connection I93 beingconnected to the lubrication system of the engine assembly B andproviding for the return of hydraulic liquid from the valve housing 94to the lower portion of the oil pan I43.

The passage I 81 of the connection I86 connects with the chamber I94which is constructed in such manner as to retain the ball I95 therein,the ball I95 seating ,on the connection I86 at the upper end of thepassage I81 and acting as a ball check valve to prevent the hydraulicliquid from draining out of the hydraulic chamber I62 when the controlmechanism is in its position correspond-' ing to the engaged position ofthe clutch mechanism as disclosed in Fig. 2, thus always insuring thatthe hydraulic chamber I62 is filled with hydraulic liquid and insuring aquick response of the piston I65 as soon as the shut ofl valve I49 isopened and eliminating the necessity of the hydraulic chamber I62 fromfilling each time the clutch control mechanism is operated.

Also the ball I95 will prevent the hydraulic liquid from draining out ofthe hydraulic chamber I62 when the clutch control mechanism is in itsreleased or free wheeling position, as disclosed in Fig. 3, when thepressure of thehydraulic liquid is at its minimum due to the slow oridling speed of the engine assembly B.

It is to be noted, however, that the construction of the chamber I94will permit the ball I95 to raise sufliciently 01f of its seat on theconnection I 86 to allow hydraulic liquid to be forced through thepassage I81 into the hydraulic chamber I62.

In operation, the operator may pull the button.

I96 to the" right from the instrument panel I56, Fig. 1, thus causingthe flexible cable I53 to move the lever'I52 upwardly to the position asindicated by the dotted lines I91, this further causing the shut ofivalve I 49 to open and allow the hydraulic pressure, off the liquid orlubricant that is being developed in the lubrication system of theengine assembly B, comprising the conduit I 45, three way cock I 46, andthe pressure regulating connection I41, by the gear members MI and I42,

' to be transmitted through the conduit I48, the

shut off valve I49, the conduit I50, and the threaded boss I5I to thehydraulic chamber 98 in the housing 94, from whence it will pass throughthe passage I35 of the connection I34, the conduit I89, the connectionI88, the conduit I85, and through the passage I81 of the connection-I86past the ball check valve I95 into the hydraulic fichamber I 62 thusreleasing the clutch mechanism as shown in Fig. 3.

Thus the clutch control mechanism will be operatively connected so thatit will be automatically operated in conjunction with the acceleratorcontrol mechanism, and will provide free wheeling characteristics of themotor vehicle, the engine assembly B being automatically disconnectedfrom being driven by the forward movement of the motor vehicle when theaccelerator pedal I08 is not being depressed and also providing forautomatic engagement of the clutch mechanism when the accelerator pedalI08 is depressed to accelerate the speed of the engine asavailable topermit the clutch mechanism to be operated in the usual manner by manualmeans should anything occur to render the automatically operated controlmechanism inoperable.

It is to be noted that the relatively large diameter'of the hydraulicchamber I82 will provide sufficient pressure to move the piston I95 tothe left, even when the engine assembly B is operating at a low speedwith a relatively low hydraulic pressure per square inch of areadeveloped in the lubrication system of the engine assembly B by the gearmembers MI and I 42.

As the piston I05 is moved to the left, Fig. 3, by the pressure thusdeveloped in the hydraulic chamber I62, the hub portion I85 of thepiston I65 will engage the member 231, the member 81 thus causing therace 80 of the bearing assembly 18 toengage the flange BI of the sleeve39, the inclined surface 54 of the sleeve 39 causing the ball members55to engage the sleeve 50, the flange d9 of the sleeve 50 moving thelevers 41 to the left and causing the thrust member I5 to overcome thepressure of the springs SI and to assume a disengaged position.

When the pedal I08 is depressed to accelerate the speed of the engineassembly 13, through the movement of the rod H3 and the lever Ilfi toopen the throttle valve (not shown) in the housing M5, the acceleratorpedal I08 will cause the shaft I99 and the lever I25, together with itsyoke portion I28 to depress the spring I21 by the washer I98, thusallowing the conical valve portion I2I to be moved oil? its coactingseat by the hydraulic pressure in the passage I22, thus conmeeting thepassage I22 with the hydraulic chamber 99, thus allowing the liquidunder hydraulic pressure in the hydraulic chamber I52 of the retainer 20to discharge from the hydraulic chamber I62 through the passage IG-I ofthe connection I80, theconduit I59, the connection I88, the conduit I51;and through the passage: I22 of the connection I23 into the hydraulicchamber 99 of the valve housing as from whence the hydraulic liquid willflow through the threaded boss :92, the conduit I9I, and the connectionI93 into the lubrication return system of the engine assembly B andfurther into the lower portion of the oil pan I43 where it will again beavailable to be drawn through the opening IM'by the gear members I IIand I82 and again be forced under pressure through the lubrication andclutch con-' trol systems.

It is also to be noted that as the accelerator pedal I08 is depressed,as above disclosed to provide for the release of the hydraulic liquidunder pressures from the hydraulic chamber I52, the movement of theaccelerator pedal I08, when being depressed as-above disclosed, will atthe same time; also cause the shaft I04, the lever 200, together withits yoke portion I31, and the washer I38, to move the valve I29 themovement of the valve I29 causing the valve seat I30 to contact the seatportion I33, and prevent the liquid under hydraulic pressure fromfurther passing through the connection I34, the conduit I89, theconnec-' I85, together with their operatively connected parts, to moveto the right to their positions as disclosed in Fig. 2, thusautomatically causing the I28 and I31 to move the washers I36 and I98along the valves I and I29 to further compress the springs I21 and I38after the valves I20 and I29 have respectively assumed their open andclosed position, thus allowing for the full depressed movement of theaccelerator pedal I08 to attain the maximum open throttle positioncorresponding to the maximum accelerated speed of the engine assembly B.

It is to be noted that my invention will provide for a very easyengagement of the clutch mechanism inasmuch as the opening movement ofthe valve I20 can be actuated gradually or quickly by the operator, theoperator thus acquiring a. feel of the operating mechanism, thispermitting the operator to let the clutch mechanism in to its engagedposition with the desired degree of ease, the open position of the valveI20 determining the amount and rapidity of the flow of the hydraulicallyactuated liquid therethrough.

he chamber I52 with the hydraulic pressure which. is always present inthe lubrication system oi the engine assembly 13, the liquid in thehydraulic chamber I82 always being prevented from returning through theconnection I86 by the ball check valve I95. I

It is also to be noted that the piston I85 will always be susceptible toimmediate actuation by the hydraulic pressure of the liquid either incold or hot weather, the hydraulic pressure 0! the liquid registeringhigher pressures when the liquid is in a congealed state .as would bethe case in cold weather.

It is also to be noted that the plate 205 may be attached to the end ofthe member 81 by the screws 206, the plate 205 loosely maintaining therace member 80 from moving toward the flange 8i except when the member'88 is actuated to engage the flange 8I. Thus the race member 80 ismaintained in the member 61 with freedom of rotation and with suflicientclearance endwise to permit it to cooperate with the balls 201 when saidmember being mounted on the transmission,

a piston supported byrsaid member, said piston being movably operated byhydraulic liquid pressure in the hydraulic cylinder of said member,means movably mounted on said member, said means being provided with abearing member for engaging the clutch, and means for manually movingsaid last mentioned means to operate said clutch, said first mentionedmeans being further adapted to be moved by said piston to operate saidclutch.

2. In a motor vehicle comprising a transmission and a clutchmechanism,'the combination of a. power means for actuating the clutchmechanism, said power means being located axially with and between theclutch mechanism and the transmission, and manual means for operatingthe clutchmechanism of the vehicle, said manual means being operablewithout operatively moving said power means.

3. In a motor vehicle comprising a clutch and a transmission, thecombination of power means for actuating the clutchmechanism, said powermeans being located'between the clutch mechanism and the transmission,and manual means for operating the clutch mechanism, said manual meansbeing located between said power means and the clutch mechanism. 1 g

4. In a control mechanism for a clutch, the combination of a power meansfor operating the clutch, said power means being concentrically mountedwith the clutch, and manually operable means for operating the clutch,said manually operable means being concentrically mounted with theclutch, said manually operable means being operable without operativelymoving said power means.

5. In a control mechanism for a clutch, the combination of manuallyoperated means for operating the clutch, said manually operated meanscomprising a lever member adapted for manual operation, and power meansfor operating said manually operated means to operate the clutch, saidpower means operating said manually operated means to operate the clutchwithout moving said lever member of said manually operated means, saidpower means and said manually operated means being operated in axialalignment.

6. In a control mechanism for a clutch, the combination of a fixedcylinder housing suitably mounted and provided with an extensionportion, manually operated means movably mounted on the extensionportion of said cylinder housing and adapted to operate the clutch, apiston movably mounted on the extension portion of said cylinderhousing, and means for hydraulically operating said piston to move saidmanually operhydraulically operated means, each of said valves I beingprovided with a valve seating portion at one of its ends, the ends ofsaid pair of valves provided with said valve seating portions beinglocated in their assembled positions in oppositely disposed relationshipto one another, means for operating said valves simultaneously, andresilient means for returning said pair of valves to their normalpositions.

8. In a clutch control mechanism, the combination of a pair of valvemembers suitably mounted, a shaft suitably mounted and extendingapproximately at right angles to said valves, said shaft being locatedat the sides of said valves with its axis extending at right angles tothe axes of said valves, a pair of lever members each engaging one ofsaid pair of valve members, said lever members being connectedto saidshaft, at opposite end portions thereof, a pedal member connected tosaid shaft between said pair of lever members, means for hydraulicallyoperating the clutch, and manually operated means for operating theclutch.

9. In a control mechanism for a clutch, the combination of a housing, apair of valves in said housing, a shaft, slidable members on saidvalves, resilient members opposing the movement of said slidable memberson said valves, lever members mounted on said shaft, said lever membersengaging said slidable members, a lever member for oscillating saidshaft, means for hydraulically actuating the clutch, and manuallyoperated means for operating the clutch.

bination of a pair of hydraulic valves, each of said valves beingprovided with a valve seating portion at one of its ends, the ends ofsaid pair of valves provided with said valve seating portions beinglocated in their assembled positions in oppositely disposed relationshipto one another, slidable members on said valves, resilient membersopposing the movement of said slidable members, manually operated meansfor operating said pair of valves and comprising lever members engagingsaid slidable members, said manually operated means simultaneouslycausing one of said valves to move to a open position and one of saidvalves to movev to a closed position, hydraulic means for actuating theclutch, and manually operated means for operating the clutch.

JOHN WpTATI'ER.

